Shock-absorbing mechanism especially adapted for draft rigging of railway cars



s. B. HASELTINE SHOCK ABSRBING MECHANISM ESPECIALLY ADAPTED Feb. l1, 1930.

FOR DRAFT RIGGING 0F RAILWAY 'GARS Filed Jan. 28,

Patented Feb. 1l, 1930 UNITED STATES PATENT OFFICE s TAcY B. HASELTINE, or CHICAGO', 'ILLINoIs AssIGNon To w. H. IvIINER, ING., or

CHICAGO, ILLINOIS, A ooRroRATIoN or DELAWARE SHOCK-ABSORBING MECBANSM ESPECIALLY ADAPTED FOR DRAFT RIGGING-,OF

RAILWAY CARS Application .Ied 4January 28, 1928. Serial lHe. 250,136.

This invention relates to improvements inespecially shock absorbing mechanisms adapted for draft riggings of railway cars.

One object of the invention is to providea shock absorbing mechanism especially. designed for railway draft riggings, of simple construction and rugged design, 'having a i relatively long stroke in buff to take care of the heavy bufling shocks, and a comparatively shorter stroke in draft.

Anotherobject of the invention isto provide a shock absorbing mechanism of the character indicated, havingl relatively light initial action in buff, followed by heavier action during the remainder of. the bufling stroke, and aiordingrelatively light resistance during the 'draft action wherein the stroke of the mechanism is relatively shorter in draft than in buff.

A further object of the invention is to provide ashock absorbing mechanism, including spring shock .absorbingmeans actuated in both buil' and `draft,and additional high resistance friction shock-absorbing mechanism, operative in buif only, to absorb the heavier shocks.-

Yet another object of the invention is to provide a shock'absorbing mechanism, in`

cluding relatively light resistance mechanism operated directly through the usual coupler member in buff, and through yoke 'means in draft, and `friction shock absorbing' mecha-f nism operated in bu only, wherein the yoke means is so arranged as to transmit the force directly to the shock absorbing mechanism in buff, and the forces are4 transmitted through the. friction shock absorbing mech'- anisin directly to the usual bolster ofthe car,

the arrangement being such that the compress.

sion of the light resistance mechanism in buff is limited and the forces are transmitted through column-acting meansfrom the cou-v pler means to they friction shock absorbingV mechanism.

-Other and further objects of the invention l will more clearly appear from the description andclaims hereinafter following.

In the drawings, forming a part of this speciication, Figure lis a verticahlongitudinal, sectional view, corresponding to the center Aline ofthe car, showing my improvements in connection therewith.` Figure 2 1s a horl- 4zontal, longitudinal, sectional view, 'corresponding rsubstantially to the line 2-2 of Figure 1. 3

ln said drawings, '10-10 indicate the usual channel-shaped center sills of a railway car underframe vThe angle end sill of the car is designated by 1:1 and the end wall sheathing by 12. As clearly shown in Figure l, the end wall sheathing has a section thereof disposed horizontally andextending to the ioor plate or cover plate 13, which overlies the center sills. The buffer block is indicated by lll and .i

may be of any well known form.Y As .herein shown, the buffer block'comprises a casting havingian upstandng'portion abutting the front faceof the, angle end sill 11 and a hori- 'zontal top wall extending rearwardly and below the horizontal section of the angle end sill ber hereinafter described. The buffer block supports the usual carry iron, designated by, 16, which may be formed as aseparate member or may be formed integral with the buffer block casting. The usual body bolster is indicated by 17v and has a bolster filler castinglS associated therewith, the casting 18 being disp'osed between the sills 10 and .functioning as a rear stop member, which cooperates Wit'h the shock absorbing mechamsm. l.

In carrying out my invention, vthecenter sills 1() are provided with suitable slots 19-19 atthe outer ends thereof, adaptedl to receive the coupler key. The sills'are also provided with stop castings 20520, secured to the inner sides thereof, the stop castings being provided with longitudinal slots aligned with and forming continuations of therslots 19 of Vthe sills. As shown,the castings 20 arel in the form of elongated heavy plates, having their front ends abutting transverse walls.2l-'-2l of the buffer block 14. At the rear ends, the

plates present vertical shoulders 22-22, which act as limiting stops. Between the My improvedrailway draft rigging includes *broadly afriction shock absorbing mechanismA; a. yokev member B; spring shock absorbing.' means'C; a inain follower D an' auxiliary follower E; a' couplerF; anda coupler keyv Gf .The shock absorbing mechanism whichv preferably lincludes friction elements, as.

` verse coupler'key G which works in .the lonshown in Figure l and 2 of therdrawings,

is. of the. usual type, comprising a frietion f -shell having interior friction.surfaces f and friction vmeans cri-operating with. said surfaces, including friction shoes and awedge membei` resisted bythe usual spring means.

The friction, shoes as shown, aretwoin number and are designated by -25, and have .thewedge member 2G c'o-operating therewith. The innerl end of thefriction.4 shell ofthe shock absorbingmechanism- A''bears directly .on-thefrear. stop casting 18, and the wedge member 26 zo-operates with'the follower E, Y

Whichis'in the form of a heavyfrectangular plate.' The follower E normally engages the inner ends of the castings 20 and isheld 27' rearwardly "'extendingtherefrom.' As' against outwardmovement b -tl'ie stop shoulders or faces 22 of 4said castin'g'rs- It will'be evident that the .eutwar'd f movement of thei follower E being'limited', the expanding v.action. of'the friction shock absorbing mechanism A is positively limited thereby'. It is further Vpointed otthat inasmuch as thel usual frictionshock absorbing mechanism includes .a-i'etainer bolt which holdsthe parts assembled and limits "the outward movement 'of the wedge memberf with .respect to Vthe A4other parts of*the-pincehani'sm,"v the expandingaction offthe'shock absorbing mechanism A will; be limited independently ofv the employment ofthe'follower-E.if.".V

`The coupler E is 4of standard design and shown, the shank-27. is' tapered rearwardly from-the` coupler head, the4 inner extremity of the shank having the opposite-side walls v thereof disposed.substantially parallel. -The coupler shank 27 bears directly on Athe main front follower D, which has its outward movement limited by, engagement with -the .The -yoke B is Vinv the form of a substantial-- fly' tubular sleeve member, having horizontally. disposed top and bottoml walls.28 and 29, vlongitudinally extending short side wallsl 30-30 at the rear end thereof, a .transverse rear'en'd -wall 31,- .andinwardly converging short sidewalls 32-32at` the forward end' thereoff. Asmost clearly shown in4 Figure 2 of the drawings',the walls, 32at the foi-wardend of theyoke memberhav'e vthe front 'pjortions thereof vdisposed substantially-parallel,

the inner faces of said Walls converging rearwardly of the mechanism. The converging i'elation'of the inner faces of the walls 32 permits the necessary lateral displacement lof the col'ipler in the the operation of .railwa cars whenon curved track. As shown in figure- 1, thebottoin .wall'of the yoke extends -a substantial'dist-ance beyond thetopand side walls'thereof,fand forms a supporting ledge .for the shank ofthe coupler adjacent the coupler head or horn. The shank of the coupler Fis anchored to the'yoke by means 'cfa transgitudinal openings or slots-19 of they sills 10,

vthe-key G'being of .theheadedtype and hav- .ingmealn'slat the opposite end" to thehead 'for"p i'-eventing removal -ofjthes'ame. `Any suitable means may be employed'for this purpose, the usual retainer pin with c otter being illustrated in Figure 2 of the''drawings. -As

shown in the drawings,l thewalls=32 of the yoke are slotted at the innergen'ds thereof to 1 accommodate the coupler key G ,and'the front end walls of'tliese slots, vwhich'areli'ndicated by 33, form limiting stops forfthekey G,

whereby the yoke B will be compelled 'to move ward ends Vspaced fromthe inner fa'ceof the main 'follow'er"D thereby permitting a certain.

amount vof relative" movement between the yoke and thefollower D beforefyo'utward movement ofthe'- oke lis arrested bye'ngage'- ment with said ollower, orinward moveinent'of tlieyokeiseifected by engagement of .the follower' withtlie front-end`s of the side walls 30.. .Theicastings 20,:in .addition to' in its movement'lengtliwise of the draft" rigging. The l.he i,f:ht. o`f the-coupler shank is such .as ato substantially viit between '-to'p and .bottom walls i2'8`Iafnd 2.9-of the'yoke, and the 'clear-'that inasmuch as'tliejcoupler shank and yoke aremaintained'against relative vertical displacement, and' further that the bottom wall of the yoke supports the coupler shank 'closelyadj acent the head -of said coupler, the

.weight ofl theicouplerhead and adj acentlsection .of the -'shank will vbe substantially' overbalanced by the' oke vand the, other parts therewithin and t 4e rear portion of the coupler shank, thereby preventing tilting or 'rocking of the coupler shank lwith resultant wear ofthe parts carrying'thersame. It will further be evident that only limited movement of the coupler with respect-to the yoke is provided, the same being equal tothe relative .movement 'permitted between the ,main follower-D'and't'he yoke., Inaddition to housving themain follower D,the\yoke also vhouses the shock absorbing spring C, which is shown in the form of a single coil, althoughl it willv be evident that more than one'coil may be einployed if desired. The coil spring C is disposed within the pocket formed by the top,

bottom,` side and end walls ofthe yoke, andv has its opposite ends bearingon the end wall 3l and the main follower D respectively. The

shown they are preferably'supported by carry plateset secured to the center sills. vAn additional guideV plate 35,substantially`- secured to the cover plate .13, prevents upward displacement of the yoke B, follower D and shock absorbing mechanism A. i

The operation. of my improved shock'iab# f sorbing mechanism, assuming a buing, action being applied to the coupler, is as follows: The coupler will be forced inwardly andthe coupler shank 27 which is in engagement with the follower D, will force the follower D rearwardly with respect to the yoke B,

thereby compressing the spring resistance- C. During this action, the inward movement of the yoke will be resisted to a great eX tent by the friction shock absorbing mechanism A, which is of greater capacity than the shock absorbing mechanism comprising the spring C, buta's will be evident, the friction shock absorbing mechanism will be compressed to some extent during this actionl' The inward movement' of the followerD,

with respect to the yoke,'will continue until the follower engages the front ends of the side walls 30 of the yoke, whereupon the yoke will be forced rearwardly in unison with the coupler, carrying the followerE therewith, and further compressing the friction shock absorbing 'mechanism A without additional compression of the spring C. During the buiing action, there is thus provided a relatively light spring resistance at the initiation of the buifing stroke, followed by a much heavierresistance during the operation'of the friction shock absorbing mechanism. It is further pointed out that the total buiiing stroke of the coupler is equal to the combined compression of the spring resistance shock absorbing mechanism C and the friction shock absorbing mechanism A. The parts are so proportioned that the total amount of movement in buff will be about five and one-halfinches. Although a stroke of live and one-half incheshas been illustrated in the drawings, it will be appreciated that the invention is not limited thereto and that the stroke may be varied within wide limits. The bufng action as described, will continue either until the actuating force is reduced or the inward movement ofthe coul,

pler is positively limited'by the frontv follower D engaging thclimiting shoulders-,on

the yoke B, and the follower E engaging the .front end of the friction shell -of the friction shock absorbing mechanism A, the latter being held against rearward movement by the stop casting 18. When.v the parts have reached the compression stage last described,

,the actuating force is transmitted directly through the solid walls of the yoke member,

the'followers and the casing of the 'friction shock absorbing mechanism, to the draft sills,

thereby preventing `the 4spring resistance C of the spring shock absorbing mechanism and the spring resistance ofthe frictionshockabsorbing mechanism from being unduly compressed. Upon the actuating force being sufficiently reduced,- the. expansive action of c the spring resistance means of the friction l shockabsorbing mechanism will force the follower E .outwardly until 4limited by eri-- gagement with the inner ends of the castings 20. During the outward movement of the follower E, the yoke will-be forced outward,- ly also, and the expanding action of the spring C will force thefollower D forwardvly with respect vto theyoke, outward movement of thefollowerD *beingl finally limited by engagement with the stop shoulders 24 ofthe castings 20.

vDuring a draft action,the coupler F will be pulled outwardly, carrying the yoke-B therewith, the coupler key Gr,A which engages the shoulders 33 on the side walls 32 ofthe yoke, compellingthe forward or outward movement of the yoke. 'Inasmuch as the i follower D-is held stationary by engagement with the stop shoulders 24 -on the castings 2G, the spring resistance C willbe compressed between the end wall 81 of the yoke and the lfollower'D, untilthe'front ends of theside walls 30 of the'yoke engage the follower D, and the front endsof the yoke 'engage the stops formed by the flanges A15 on the buffer block, thus positively arresting-movement of.-

the yoke. As' herein illustrated, the amount of movement permitted between the yoke and the follower D during compression of the spring C, is preferably one and one-half inches, thus providing a muchshorter stroke of the mechanism in draft than in buff. Although the movement as shown is one and one-half inches, it will be evident that the invention is not limited' to this amount of movement and that the same may be varied within wide limits as long as the movement in draft is less than the movement inbuif. While` I have herein shown and described what I consider the preferred manner of carrying out the invention, the same is merely illustrative, and I' contemplate all changes and modifications which come' within the scope of the claims appendedhereto.

- I olaimfzj 1'. In a railway draftl rigging, in combina-v tion: draft sills; a buffer casting 'at the outer ends of said sills; shock absorbing means; a

- hooded vertical yoke; a standard coupler; a

key conneeting the yoke :and coupler, said sills, yoke and Coupler having. horizontally alined slotsl for the reception of the key, the distance between the front edges'of saidslots' in the. sills and a vertical plane passing through. the strikingl face ofthe buer casting being less than the distance betweenV said striking-face and the striking .facie of `the .being endwise insertible within and 'remov-A able' from said hood section ofl the yoke. 4.Iniwitness that I. claim thevforegoing I horn ofthe standard coupler when the latter is in full release position; and means extended forwardly of the front edges of said-sillA slots for supporting. the shank and outer end `of the coupler.

2.. In a draft rigging, in Combination: parallel draft sills; shock-absorbing,r means ;f a

standard type D eoupler; a Coupler key; and

a single-piece yoke, said yoke having a vertical lloop section, a hood section with laterally flared side Walls and a bottom couplersupporting' wall, all formedintegrally,v said bottom wall being extended outwardly be-, yond the coupler key slot and of such width i as to always provide; a full bearing support :for the coupler shank in an`r laterally adjusted position'of the coupler, said coupler have hereunto subsoribed'myname this 17th .day of January, 1928.` i-y -sTAoY B5; 'H'AsELTi-NE. Y 

